TESTING that pesky AIR METER on 16 valve
engines, USA uses -58B meters. NO 57B data, for EU
Type 2 engines.
what does -57B or -57B mean, that is part number stamped on the side of
the MAF
All testing and data on this page are 13800-58B00
(USA only) See Realities here.

NEVER TOUCH ANY HOT WIRE element
with HANDS or tools, only spray it with CRC MAF cleaner, at over 6-12
inches away.
This page is not for
Force Induction guys, or Turbo wana be's ,it is only to test for
good and bad FAM.
My guess, is this MAF goes non linear badly after 100 grams/second, and
would be a bad choice for any forced induction usage, nor do I know
when the ECU MAF INTERNAL TABLE END'S.
The ECU needs this meter, to know the quantity of air entering the
engine at all times, either as a mass (weight) or as a volume (cubic
feet?)
This live data is needed to calculate the injection needs of the
engine. (besides other factors)
I will make no attempts on this page to teach you, the difference from mass and air flow but the wikipedia does
that so well.
This page is my personal log for collecting facts and data and how to
test this simple device. There is no content warranty here,
use it or leave it.
The technician only needs and whan's to know, is it good or is it
bad.?
Some MAF's actually do a Hot wire, coke burn off session, each power up
cycle. We think this MAF does not do that step each key on., the
58B MAF.
The pure mechanical Air meter , Air flow meter , the vane can stick or
the Pot. Inside can get flat spots. (a nasty thing that is...)
The same is true for the 57B, it can stick or have flat spots at
certain air flows.
The 58B Electronic MAF, is a far superior product, than any funky
vane sensor. ( a toy like device)
The MAF output is logarithmic and needs ECU table to convert this log
data to linear grams per second, so it can calculate how much fuel to
add the THIS air flow.

The
Air Flow meter on many cars, is a simple flapper vane and a
potentiometer. Crude as can be.(but effective )

The
Suzuki outside the USA uses a spring loaded cone Air Flow
meter. seen below.

Our
USA meter is a true MAF. The MAF uses a HOT wire for measure AIR MASS
FLOW.

The
MASS measurement is improved by measuring air temperature.

YOU DID CLEAN THE
internal HOT WIRE sensor WITH "CRC brand MAF CLEANER"? FROM 6"
DISTANT?

NEVER TOUCH THE HOT WIRE WITH
HAND OR TOOLS !!! A $1000 ERROR !

You might be here for gross power loss,
or DTC code 34 or P0101- 103.
The ECU WILL drop to
FAILSAFE mode
when this happens and get horrible MPG, due to ECU MAF Mimmic mode.

Suzuki Sidekicks
and Geo Trackers. 92-98'. (same Suzuki P/N sensor all years
13800-58B00 USA)
The Toilet plunger MAF has a different part number.

My
way: ( no crawling on belly or back , not yet) 13800-58B00

Get any voltmeter, analog or digital , I dont care so long
as it is over 10,000 (10k) ohms per volt resistance or greater
(RTM).

Set the meter to 20vdc range ,fixed is best , cheaper meter
are fix and this is best of novices. Put meter leads in the 2
holes for voltage, not current.

Connect the minus lead of the meter to the minus term
(black) of the battery .

We then back probe (no disconnections) and power
on the KEY of the car, not started.

We insert the read probe into ( use a leather sewing
needle if in a pinch) in to the Blue-black wire of actual MAF. Drawing
1 see it?

It must read 12.6v or battery voltage.

Do the same to the Black wire, it must read 0.5v or LESS.

If the above passes muster ( if not correct wiring or test
ECU, using factory FSM way below.

Next move the probe to the output pin.
Gray-black wire, the voltage key on, no start is 1.0–1.6volts , if not MAF may be bad.

Start car, this pin must be 1.7–2.0volts. at 800 RPM, if not MAF is bad, or RPM
is wrong.

The MAF measure air flow, so race the motor and the MAF can
go and reach 4.75v worse case up a tall hill , wide open throttle but
in the drive way it will rising in direct linear proportions to
Load and a less extent to RPM and can reach 4volts in the drive
way if you use the automatic tranny as a load in drive. Just racing
motor in neutral one my get 3v.

If the MAF is dead, then it is.

The Chicken and egg thing, is that if the MAF is dead or
weak? , you can't make any power and therefor can not do the test
for load. The same is true if the motor is bad and weak , you can not
test the MAF ,so you must prove the motor is good before condeming the
MAF or test the MAF on another car. They are very expensive $800
new. but you can do test 1 to12. for sure. Up to 3v , in all
cases.

THE CHICKEN AND THE
EGG: 13800-58B00Using and engine that has and EFI that does not
have
mimic or failsafe mode, like the Old 1975+Bosch L-Jetronics
systems.
If the vane jams shut , the car will not run, VAF output
zero !
So how can you test the VAF/MAF if you can't start the
engine, the classic chicken and the egg, joke . (see vacuum
cleaner above)Fast forward to 1992 (USA) and Suzuki has a ECU that has
fail safe and mimic modes.
This car starts, and will mimic the dead MAF/VAF and run , and
run rich.
It throws a DTC code and the MAF/VAF is dead, sitting at say 0v.
codes: pre96' "33/34 code, 96'+ P0101-1023"But some MAF's will be weak. No
DTC code, This is where Mr. Warren comes in
with the MAF/VAF
simulator box.

A real test: 13800-58B00
The only other way, is to use a Leaf Blower attached to the MAF off car
and then monitor the output
with power applied and spinning up the blower.
Another good application of duct tape (blower to MAF)

Wire colors:
You may have up to 5 pins on some models 99+, MAF and IAT pins. (out
side USA),
but our USA MAF's are 3 pin MAF's 92-98'
Pin colors:
Power 12vdc , Blue/blk (or Blk/org)
Ground , Black
Signal out to ECU, Gray/blackLive running test, connected in
parallel to car wiring:
I have been known to run wires from my MAF to the cab of the vehicle
and then take readings while driving. (passenger helps me)
Using back probing of the connector.The Mimic mode trick test:
Don't be fooled if this happens, The car will still run with a
dead MAF, like crap for sure.
One can then connect the MAF as below , and test the
MAF by itself , on car, if the ECU has a good mimic mode
method.
Most ECU's can mimic a dead MAF using TPS, RPM,Speed and
Load tables stored in memory. ( its not fancy , and you may have
power loss)
But, you can test the MAF using the below method. Volt meter
attached to TP , below. and meter ground to minus pin , BLACK.My MAF simulator ( this can save you $800)
.
( A special thanks to Mr. Mark Warren at Motor magizine for my idea)
Don't do this if you have a spare MAF just laying around.....
Connect and run 3 wires from the MAF harness in engine bay
connector 1 ,2 and 3 ( see color code in drawing 1 below)
Next, have a passenger act as a MAF , guessing at
air flow, when the engine bogs,, turn the knob Clock wise to ADD
fuel.
If the simulator and the passenger helper can easily correct the bog
condition , your MAF is probably dead or weak.
It is that simple.

The MAF enjoys a special PAIN, in the back side, for mechanics.
This is the law of the Chicken and Egg, as in What came first.
LAW1:
The Motor can not make power with a dead maf (or weak) and the
MAF can not be tested unless motor makes power ( motor can't SUCK)
The simulator solves this problem (thanks to Mr. Warren )
Success with this simulator proves that higher MAF outputs , results in
proper fuel injection rates.

This test is never run until the fuel pressure is at specification,
(near 30psi) and a good motor. (all other things checked out
first, then attack the MAF)

Bench testing my USA MAF ( DYI flow
bench
): 13800-58B00The Leaf Blower / Vacuum cleaner
test: Air meter or Mass Air Flow SENSOR.
( I put on my tin foil hat and have at it .)
This is non scientic in that I have no data on my shop vac. (flow data)

This, is the Leaf Blower (vacuum
cleaner? shop vacuum is far safe for MAP) )connected to the "A" side
below ,
the
other end vented to the atmosphere.
Then apply 12vdc via battery
or shop 12vdc power pack supply, as shown.
Then monitor the TestPpoint pin below for 1 to 4.5vdc output , as
you increase
the blowers speed. MAF output is Gray/black to ECU.
A NEW MAF is $900 in the USA, this one factcan motivate
one. This is a GO, NOGO test.
This test , proves the MAF is dead. A Dead MAF (or air meter)
Operating , on the acutal car, this MAF will cause the ECU , to drop to
MAF Failsafe mode and the ECU
mimics this device.
So, this test is the ACID test.
If you have meter with a diode test mode , you will see a Diode
Anode + on pins 1 to 3 and 2 to 3 (cathodes) see equiv. link.See this equivalent circuit, here.. All
pins meassure over 2 meg ohms,
(diode mode off)

DRAWING 1: ( X equals
a cut, do not do this to car harness this is a bench set up , with a
removed harness for a wrecker yard, car )
Theory of a poor mans flow bench below :
In mech, terms the above, the out put will vary from about 1v to
4vdc as you drive fast , wideopen throttle , up hill, at the 1>2
shift, is max AIR flow.
G/s = grams per second ( yes, air does have mass !)
The graphic above shows "X" volts for this test, and x = 1.4vdc vacuum off, and 3.0vdc vacuum on.
"ShopVac10, 7.8Amp" {note1}

I get a max of 55 grams/sec. of air, out of
my MAF. The Proof
is below. THE AIR IS MEASURED IN GRAMS. (RATE)
These
plots are from live data taken from any scan tool. (very easy to
do) The method varies by you tools, design. All good tools
can log data/Graph 1:
Graph 2:

MAF PHOTO's (aka: THE
AIR
METER) The USA MASS AIR FLOW sensor.: SUZUKI p/n 13800-58B00
Below, is the common HOT wire type,see it?, clean that gently
from
6 inches away with MAF cleaner. (carb cleaner in a PINCH) 100%
Electronic.
Do not remove this screen , it is not a screen it is a laminar
flow device, it straightens the air so the hot wire can take
readings accurately , don't molest the MAF.

NON
USA APPLICATIONS: Suzuki P/N:13800-57B00
,
Not used in USA. The other 58B AIR METER is used in USA !This is NOT A MAF.! its and air
flow meter. (volume) it is a VAF seen below.This is theSUZUKI EPC
list for this part.

I believe this below device, works in a
way simular to this VAF
Below: THE cone type AIR Flow METER.
This device measures VOLUME of the air and never
MASS flow!
It looks like a Toilet plunger to the average mechanic, that has seen
vast numbers of VAF sensors' on many cars. (VW back to 1975)
I have no pin-out data on this
device. (no DATA PERIOD !)
"No cleaning is possible", are the reports I get,
From Australia or Europe
and other EU owners. (but I'd try to, I'd attemp to get the sliders
clean)
I am told this part is very hard to find. and if possible is insanely
expensive new. $1000 at Suzuki acutal.
This device measures, Air flow , not air mass.
The technician,
does not care too much about these EXACT data.
(VAF/MAF) and only
that it works at all speeds and
loads.
There are no dead accurate data from Suzuki on this VAF.
Grams/sec to voltage tables, published, (sad huh ?)
No USA books exist showing the VAF flow/voltage
relationships, for this device
only crude tests. like shown in the factory way
above.
I have no tests data for this device below, In fact, they are
impossible to find here , in the U.S.A.
If you have one, get the FSM for your cars country or market code,
(match that , and you will get the facts)
I show this photo, for identification
purposes only, just in case you discover
one.

I think the below is 100% mechancical . ( and a variable
resistor) The below may have an Air Temp; sensor too.
(extra pins !) and IAT?.
The 57B in all its glory.The ECU is custom tuned (tables) to match , which type
of air meter is used, 57B or 58B !I deleted my hacking
seection and added this new section called RELALITES.

Most used MAFs (air meters) that are 22 or more near years
old are in fact dead, finding good used meters is like finding gold
coins in the pants pockets of cloths at the fleamarket.!

Most China Clones of this part are pure
CRAP. (junk, trash and a danger to a good ECU)

The ECU never lies to you , when
bad code 34 DTC (P0101 to 3) is thrown the MAF is bad, or the wires
cut. Do the testing above, and prove all that easy.

New dealer MAFs are $1019 (2014 price)

Cardone makes the best rebuilt in the USA.
and is sold in almost every AUTO store in town here..

The MAF is a non linear device and the ECU has tables
that turn that live data in to true, grams per second data, So
you can't use the wrong MAF.

Yes, dirty MAF hot wires, can show weak air flows, and lean
fuel mixtures while accelerating, clean it with CRC MAF cleaner
with spray nozzle at 12" away from the guts of the MAF.

If you own a 57B above, cleaning its sliders inside,
may make it start working. It has no hot wire. (it's just a POT or
variable resistor type, simular to a vane type VAF)

If the VAF/MAF is dead and puking DTCs for MAF ,the
ECU goes to Failsafe mode,
and the ECU then mimics your dead MAF and the engine will run like
crap.

Your engine will run rich, spark retared, wasted fuel,
horrid MPG, limited RPM and loss of idle controls. (fail safe
mode does all that) be heck, it runs and can get you to any parts
counter.

The side effects of above line, is fouled spark plugs and
the burned up and or melted CATALYST converter.

If mine was bad?, a rebuilt CARDONE would be
stuffed in. Fast.

All data presented on the
page is data supplied by Suzuki (or me)
The one exception is in my Bench testing section above.{note1} Vacuum test data.Math:
More data: (calcs, not factory spec.) 100%
VE AIRFLOW (scfm) = DISPLACEMENT (ci) x RPM / 3456
(at standard temp an pressures) 97 CI times 5000 RPM div. by,
3456.
97x5000/3456
= 140 scfm. That the max air any 1.6L engine can flow.
Our engine will
be less. (note the VE is 100% and not achievable) (VE=
Volumetric Efficiency , at best about 95%)

A Parting shot:
I never plotted FULLY the Suzuki MAF (sadly) on the high end, to see
where it
goes grossly nonlinear, and
where it saturates, My
guess, is it ends at
4.5v just like the Ford Probe above.
Note carefully, that the top end is very bad, so using forced induction
in
the 4 to 4.5v range would be very bad. The flow there, is
IN-DETERMINANT.
Other MAFS, like the Toraus V8 MAF is horrible at idle and very good
above that to the top. ( so do your testing or get real data
sheets on your substituted
Air meter.)
The Suzuki maf ,is so good it used at idle. Other cars it's not.
On some newer cars, the MAP is used at idle, then when the MAF starts
working right, it comes on line. (Greg
Banish covers this in his new book at Amazon)
Most sad of all , most MFG, don't bother to put the plot , in the
FSM. Very sad that.
The MAF , goes to maximum in the Suzuki at 98ft./lbs,
4000RPM , max load. 1.6L MPI up a tall hill, using
all engine power. at 4000 RPM.
If the MAF is weak , you don;'t get the 98 fl/.lbs. you get less.
This speaks volumes about a thing, called the chicken and the egg. ! The ECU can not detect
a weak MAF, only the seat of the pants. (if bad, enough the ECU,
might throw lean DTC codes,at wide open throttle, maybe......)

Rev 7
5-26-2014, edits for turbo guys.... (may be more later as others
try to do force induction and do more testing)